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IBRD and IDA: Working for a World Free of Poverty.enTransport projects and the potential impact on crimehttp://blogs.worldbank.org/transport/transport-projects-and-the-potential-impact-on-crime
<p><img height="188" alt="" width="250" align="right" src="/files/transport/GD-0719-police.jpg" />Transport projects typically do not include the reduction of crime and violence as an objective, but it could be a collateral benefit from investments in certain equipment and services also meant to improve the operational efficiency of a transport system.&nbsp;&nbsp; One example of this is the case of CPTM, the State suburban rail system for the S&atilde;o Paulo Metropolitan Region which carries almost 2 million passengers per day.&nbsp;&nbsp; CPTM was created in 1992 from Federal and State of S&atilde;o Paulo entities and has made significant improvements in the level and quality of rail services in this time.&nbsp; The World Bank has supported CPTM with various lending operations in this period to finance the modernization of stations, integration terminals, systems, and the rail fleet.&nbsp;&nbsp;In particular, a World Bank loan helped finance the modernization of communications and control systems including a new Operations Control Center (OCC) at the Br&aacute;s Integration Terminal (both pictured below).&nbsp;&nbsp;&nbsp;</p>
<p><img height="226" alt="" width="300" align="left" src="/files/transport/GD-0719-station.jpg" />By 2005/2006, the OCC integrated many monitoring and response functions in one location and connected thousands of personnel and equipment throughout CPTM&rsquo;s 6-line, 270-km system (including more than 800 closed-circuit cameras).&nbsp; While the primary purpose of the OCC and related systems is to improve operational performance of services in terms of safety, reliability and speed, it is also used to monitor incidents on CPTM&rsquo;s trains and in more than 80 stations.&nbsp; A camera or alarm system that is used to monitor for overcrowding at platforms or malfunctioning doors may also be useful to prevent fare evasion or robberies, and vice versa.</p>
<p><img height="225" alt="" width="300" align="right" src="/files/transport/GD-0719-screens.jpg" />CPTM has reported a marked reduction in the number of incidents (including robberies, assaults, accidents and self-inflicted injuries) on its trains and stations in recent years.&nbsp; In terms of robberies, CPTM counted 133 cases in 2004, 91 in 2005, 40 in 2006, and this figure has continued to decline.&nbsp; While it is difficult to attribute the security improvements to any one particular measure, it is clear that the combination of investments in technologies and a well-trained and equipped staff has yielded very good results both for operational efficiency and security.&nbsp;&nbsp; Since 2004, CPTM has also intensified investments in security personnel on surveillance platforms or on patrol, some armed and with trained dogs.&nbsp; Currently, CPTM has more than 1,500 cameras and 2000 security-related staff (see photo below).&nbsp; Investments have also been made to empower the railway users.&nbsp; For example, they can call or send an SMS directly to a security hotline tied to the OCC to report any suspicious activity or crime.&nbsp; Cameras can help validate such information.</p>
<p><img height="226" alt="" width="300" align="left" src="/files/transport/GD-0719-comps.jpg" />The question of whether transport interventions can actually reduce crime is further complicated by other variables.&nbsp; For example, in the case of CPTM, one would wonder how many of the robberies were actually reduced or simply displaced to other areas outside the trains or stations.&nbsp; There can be also significant differences between what is reported and what actually occurs.&nbsp; These and other questions are being carefully weighed as the World Bank is initiating a study to look at the potential impact of transport and other infrastructure investments on crime and violence.</p>
<p>Along with targeted investments in technologies and staff, a security strategy may also intersect with maintenance and repair practices for a transport system under what is referred to as the &ldquo;broken window&rdquo; effect.&nbsp; It has been observed that a poorly maintained system or public space is more likely to attract a disproportionate amount of crime or disorderly conduct because it appears to be more tolerated or it is more difficult to detect.&nbsp; One example of a strategy that takes this into consideration is illustrated by the change in the New York City Subway maintenance and security practices in the 1990s, when relatively minor offenses and aesthetic issues such as loitering, graffiti, and fare evasion began to be vigorously controlled.&nbsp; This strategy worked in changing the overall image of the system for the better.</p>
<p>In sum, the perception of security or insecurity drives many behaviors.&nbsp; There are many examples of public transport projects being resisted by neighborhood groups for fear that the passenger traffic may increase crime or bring &ldquo;trouble-makers&rdquo; to the area.&nbsp; This is one of the alleged reasons why a station in the historic and upscale neighborhood of Georgetown in Washington DC was not included in the subway system when it was being planned decades ago.&nbsp; Perceived security is not just an issue for railways, but also for other forms of transport.&nbsp; There is anecdotal evidence from some Latin American cities that the vast majority of users of bikeways are men, perhaps because women do not feel comfortable or safe using this mode of transport.</p>
<p><strong>World Bank projects which supported CPTM:</strong></p>
<ul>
<li><a href="http://web.worldbank.org/external/projects/main?pagePK=64283627&amp;piPK=73230&amp;theSitePK=40941&amp;menuPK=228424&amp;Projectid=P106038">S&atilde;o Paulo Trains and Signalling</a> (Active), Approval date: May 1, 2008</li>
<li><a href="http://web.worldbank.org/external/projects/main?pagePK=64283627&amp;piPK=73230&amp;theSitePK=40941&amp;menuPK=228424&amp;Projectid=P006559">Sao Paulo Integrated Urban Transport Project (the Barra Funda-Roosevelt link) </a>(Closed), Approval date: April 7, 1998</li>
<li><a href="http://web.worldbank.org/external/projects/main?pagePK=64283627&amp;piPK=73230&amp;theSitePK=40941&amp;menuPK=228424&amp;Projectid=P006379">Sao Paulo Metropolitan Transport Decentralization</a> (Closed), Approval date: March 31, 1992</li>
</ul>
<p><em><span style="color: #003300">Photos by Georges Darido</span></em></p>Mon, 19 Jul 2010 09:24:46 -0400Georges DaridoConcerns over the growth of motorcycles in citieshttp://blogs.worldbank.org/transport/concerns-over-the-growth-of-motorcycles-in-cities
<p><img height="267" alt="" width="200" align="left" src="/files/transport/GD-0712-family-bike.jpg" />The number of motorcycles in many Latin American cities, such as S&atilde;o Paulo, Rio de Janeiro, Brasilia and Bogot&aacute;, has grown much faster than the automobile fleet in recent years.&nbsp; In many Asian cities, motorcycles and three-wheeled vehicles are the primary modes on urban roads.&nbsp;</p>
<p>Motorcycles are prevalent in the developing world, because they are relatively cheap to own and operate, usually less regulated (in terms of licensing, enforcement, and insurance), and can be faster than other modes on very congested roads -- by swerving and bypassing other vehicles.&nbsp;</p>
<p>These vehicles are also a lot less safe than conventional &lsquo;four-wheelers&rsquo; for the same reasons and are statistically more likely to be involved in serious accidents because of, among other reasons, the physical vulnerability of the driver and passenger.&nbsp; See a <a href="http://www.portaldotransito.com.br/noticias/motos-sao-campeas-em-acidentes-graves-de-transito.html">video report </a>&nbsp;from Brasilia (in Portuguese).</p>
<p>Motorcycles certainly provide improved mobility to those willing to brave personal risks, but there are additional costs borne by others.&nbsp;</p>
<p>In S&atilde;o Paulo, there are multiple daily reports of motorcycle commuters and couriers (known as &ldquo;moto-boys,&rdquo; delivering everything from packages to pizzas) dying in traffic and causing a great deal of traffic disruption.&nbsp; In response to this, S&atilde;o Paulo has begun testing motorcycle-only lanes on two main arteries and restricting motorcycles on many other roads.&nbsp; It is not clear whether this strategy will work or be enough, but the problem is large enough to have created incentives for experimentation.</p>
<p>In some Chinese cities, motorcycles have been banned altogether from the city center, so less-potent but cleaner electric bicycles are more common.&nbsp; What else can be done and what are some good examples?&nbsp;</p>
<p><img height="270" alt="" width="500" src="/files/transport/GD-0712-Delhi-bike.jpg" /></p>
<p>There is also the question of how motorcycles compete with public transport modes as incomes rise in developing countries and residents require greater mobility to access jobs and services.&nbsp; The commuter without a vehicle, who is the primary customer of public transport, may find it more convenient to use a motorcycle as soon as he is able to afford it &ndash; particularly when the public transport system is not competitive.&nbsp; This phenomenon may have serious implications on the sustainability of public transport systems, the environmental and social impact of the transport sector, and the eventual development of cities.&nbsp;</p>
<p>&nbsp;Your thoughts?</p>
<p><img height="297" alt="" width="500" src="/files/transport/GD-0712-Guanghzou.jpg" /></p>
<p><em>Photos:&nbsp;Sam Zimmerman&nbsp; </em></p>Mon, 12 Jul 2010 09:44:29 -0400Georges DaridoTransport and Mega-events – How to get the most bang for the buck?http://blogs.worldbank.org/transport/transport-and-mega-events-how-to-get-the-most-bang-for-the-buck
<p><img height="229" alt="" width="300" align="right" src="/files/transport/mega-cities-GD-0603.jpg" />Mega-events such as the Olympics and the World Cup can be catalysts not only for huge investments in infrastructure, but also policy changes that may induce positive behavioral changes.&nbsp; Transport operations and mobility are particularly important for mega-events as they involve much planning and long-lasting infrastructure.&nbsp; The question, however, is how to keep the long-term development vision and legacy in mind while meeting the shorter-term mobility needs of a mega-event (typically a 3-5 year horizon)?&nbsp;</p>
<p>The experience in this regard is decidedly mixed.&nbsp; Many cities invest heavily in stadiums and other facilities for the Olympic Games that go underutilized later on.&nbsp; On the other hand, Beijing implemented travel restrictions for virtually all private vehicles during the 2008 Olympics and then kept a reduced version of the policy after the Olympics&mdash; a so-called 20% restriction regime, in other word, a private vehicle is able to circulate only 4 out of 5 weekdays per week.</p>
<p>Most experts would agree that there are general strategies for transport investment in anticipation of major events.&nbsp; First, one should maintain focus on long-term impact, especially for the poor and vulnerable populations who typically use public transport the most.&nbsp; Second, the focus needs to be on medium-term investments that optimize existing infrastructure capacity, such as:</p>
<ul>
<li>Additional trains and system or signaling improvements to existing rail lines</li>
<li>Surface public transport improvements (BRT)</li>
<li>Integration investments (terminals, integrated fare card)</li>
<li>Intelligent Transportation Systems (control and operation centers, advanced traffic signal system, communications infrastructure)</li>
<li>Critical road links or improvements</li>
<li>Non-motorized facilities (sidewalks, bikeways) to complement existing or ongoing large infrastructure</li>
</ul>
<p>These issues are already on the minds of transport planners and decision-makers in Brazil as it prepares to host the next World Cup in 2014 and the 2016 Olympics in Rio de Janeiro.&nbsp; Certainly a lot will also be learned from the experience of South Africa in the World Cup later this month.&nbsp;&nbsp; <br />
&nbsp;</p>
<p><strong>Photo:</strong> <em>Peak hour traffic congestion on Beijing&rsquo;s Third Ring Road just before the 2008 Olympics (Courtesy of Sam Zimmerman)<br />
</em></p>Thu, 03 Jun 2010 10:55:41 -0400Georges DaridoTransport in Mega-cities -- Does city size matter?http://blogs.worldbank.org/transport/transport-in-mega-cities-does-city-size-matter
<p><img height="271" alt="" width="500" src="/files/transport/SaoPaulo-GD-05.jpg" />I just returned from S&atilde;o Paulo, perhaps the third biggest metropolitan area in the world with a population of 18 million and an endless vista of apartment towers and commercial buildings in almost any direction from the center.&nbsp; The traffic problems are large and reported in the daily newspapers as the peak number of kilometers of the main road network in congested conditions (equivalent to LOS F).&nbsp; This indicator tends to range between 100 and 200 km for any given day.&nbsp; The resources that mega-cities have at their disposal are also unusually large, but one may wonder&mdash;are there are economies or diseconomies of scale with city size?</p>
<p><img height="320" width="200" align="right" alt="" src="/files/transport/GD-0525-SaoPauloStats(1).jpg" />The answer is probably both: yes and no, depending on the factor and conditions.&nbsp; Complexity usually increases non-linearly in network problems, so it is logical to think that the problems of traffic management and public transport integration are disproportionately more difficult in mega-cities.&nbsp; But anecdotal evidence also suggests that larger cities have significant comparative advantages&mdash;otherwise they would stop growing or simply shrink. As the 2009 World Development Report describes, there are limits to growth of cities and competitive factors involved in agglomerations.</p>
<p>What to do then in urban transport in mega-cities?&nbsp; The strategy the World Bank has taken in Latin American cities is characterized by four pillars (for more, see the World Bank Working Paper 1633: <a href="http://www-wds.worldbank.org/external/default/main?pagePK=64193027&amp;piPK=64187937&amp;theSitePK=523679&amp;menuPK=64187510&amp;searchMenuPK=64187283&amp;theSitePK=523679&amp;entityID=000009265_3961030000934&amp;searchMenuPK=64187283&amp;theSitePK=523679">Essentials for sustainable urban transport in Brazil's large metropolitan areas</a>, by Rebelo, 1996):</p>
<ul>
<li>continuous and integrated transport, land use and environmental planning,</li>
<li>metropolitan coordination and priority setting,</li>
<li>financial mechanisms to at least cover long-run variable costs, and <br />
progressive private sector participation.&nbsp; <br />
&nbsp;</li>
</ul>
<p>Working simultaneously with these four policy dimensions, along with basic investments in infrastructure and services has resulted in some progress in cities like S&atilde;o Paulo, Rio de Janeiro, Santiago, Bogot&aacute;, and others.&nbsp; But more needs to be done, and this is what we&rsquo;re working on.&nbsp; Comments are most welcome.<br />
&nbsp;</p>Tue, 25 May 2010 14:00:18 -0400Georges Darido